Variable-speed transmission mechanism.



No. 795,819, PATENTED AUG. 1, 1905. H. K. oowsn. VARIABLE SPEEDTRANSMISSION MECHANISM APPLICATION FILED NOV. 25.1904.

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H. K. OOWEN. VARIABLE SPEED TRANSMISSION MECHANISM.

APPLICATION FILED NOV. 25. 1904.

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HENRY K. COWEN, OF CHICAGO, ILLINOIS.

VARIABLE-SPEED TRANSMISSION MECHANISM.

' Specification of Letters Patent.

Patented Aug. 1, 1905.

Application filed November 25, 1904 Serial No. 234,113.-

To all whom. it may concern.-

Be it known that I, HENRY K. CownN, acitizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented a new and useful Improvement in Variable-Speed TransmissionMechanism, of which the following is acomplete specification.

This invention relates, broadly, to devices employed for changing thespeed in power transmission, but is designed more particularly to beused in connection with the power transmission of self-propelledvehicles.

, The object of the invention is to provide suitable speed-changingmechanism which shall not involve the use of internal gearing, as suchgearing is difficult and expensive to produce accurately. The planetarygears used are exclusively spur-gears, and by the novelarrangementwhereby the component parts are reduced in number the weightof the mechanism as a whole will in consequence be lessened from what isordinarily required, thus reducing the tendency to break arising fromthe inertia-of the moving parts.

Another object of the invention consists in the arrangement ofpartswhereby it is necessary to restrain the movement of only one movingelement in orderto secure three speeds in one direction and a reversespeed.

Further subordinate objects of this invention will appear in thedisclosure thereof, as set forth in the accompanying drawings, in whichFigure 1 represents a side elevation of the complete mechanism. Fig. 2is a longitudinal section of same, taken on the broken line 2 2 ofFig. 1. Fig. 3 is a transverse section of the device, taken as indicatedby the line 3 3 of Fig. 2. Fig. 4 is a fragmentary longitudinal sectiontaken as indicated by the line 4 4 of Fig. 1 and designed toillustratethe construction of the cam and cooperating parts which actuate theclutching device on the gear connection of the intermediate speed. Fig.5 is a similar section illustrating the construction of thecorresponding parts on the slow speed, while Fig. 6 is a correspondingview of the clutch-actuating device on the reverse-gear connection, andFig. 7 is a perspective of the cam-engaging sliding head.

, Referring to the drawings, 1 designates the driving-shaft, which forconvenience may be regarded as the projecting end of the crankshaft ofthe engine from which power is derived.

2 is a spur-gear fixed rigidly to said drivingshaft and will hereinafterbe termed the driving-gear. On the driving-shaft 1 is loosely sleeved aplurality of gears, preferably two in number, a large and small one,(designated by the numerals 8 and 4, respectively, and which willhereinafter be termed the loosely sleeved gears on the driving-shaft.) Aframe 5 also sleeves loosely upon the said drivingshaft 1. This frameaifordsjournal-bearings for the planetary gears and is preferably soconstructed as to constitute a closed casing in which all the gearsjournal. The frame 5 is made in two parts 5 and 5 symmetricallyarranged, strengthened by the medial ribs 5 and held togetherby means ofthe bolts 5 On the periphery of this casing are formed the two ribs 6 6,the intervening surface therebetween being finished to receive thebrakeband 7, which is secured to a fixed support 8 V and operated by anysuitable means, such as the lever 9, only a portion of which is shown,as it is not material to this invention.

In the frame or casing 5 are secured fixed shafts 10, 11, and 12, onwhich are journaled the medium-speed, the low-speed, and the reversinggear connections, respectively, the

said shafts being fixed in the frame by means of the set-screws 13. Onthe shaft 10 of the medium-speed-gear connections is loosely sleeved thespur-gear '14, which meshes with and is driven by the driving-gear 2 onthe driving-shaft 1. This spur-gear 14 is provided with the long hub 15,as clearly shown in Fig. 2, which hub journals in a suitable bearing inthe portion 5 of the frame 5. 1 One end of the shaft 10 is supported inthis hub 15, and thus only indirectly supported in the frame at thisend. In the end of the hub 15 is secured the plug 16, which is providedwith a central circular depression, as indicated in the severalligures,this depression being adapted to engage the adjacent members ofthe clutching device, as will be hereinafter more fully explained. Theinner face of the gear 14 is recessed, as shown, and provided with theclutch-teeth 17, arranged to engage corresponding clutch-teeth 19 on thegear 18, which sleeves loosely also on said shaft 10 and meshes with anddrives the smaller of the loosely-sleeved gears on the driving-shaft 1.The gear 18 is provided with the long sleeve 20 on the side oppositefrom the clutch-teeth 19, the sleeve operating to extend thebearing-surface of said gear.

formed the recesses 21 and 22, respectively,

Within the bore of the gears 14 and 18 on their adjacent ends are" inwhich is placed the expansion-spring 23, i

casing, this space permitting of the slight longitudinal movement of thegear required for disengaging it from the one adjacent thereto. Thegears 4, 14, and 18 are preferably made of such a size with respect tothe drivinggear 2 that the speed of the gear 4 will be about two-thirdsof that of said driving-gear, or the velocity ratio transmitted by thisgear connection will be represented by the fraction The loosely-sleevedgears 4 and 3 are preferably made fixed in relation to each other, thelarger of said gears 3 being provided with the sleeve 3, on which isfixed the gear 4, while on the outer side of said gear is formed thelong sleeve 3 to the outer end of which is secured the sprocket-wheel24, from which the power is delivered from said mechanism.

On the shaft 11 are loosely sleeved the gears 14' and 18, whichconstitute the low-speedgear connection, the relative sizes thereofbeing such that the speed transmitted to the large gear 3 through thisconnection is preferably about one-third of that of the drivinggear 2,so that the velocity ratio of this lowspeed-gear connection would berepresented by the fraction The general arrangement and construction ofthe several gear connections are su bstantially the same the hub 15journaling in the frame 5 and provided with the plug 16, theclutch-teeth 17 and 19 on the inner faces of the hubs of the gears, therecesses 21 and 22 in the gears 14 and 18", respectively, and the spring23 therein with the space between the outer face of the gear 14 and thepart 5 of the frame all arranged and performing the same ofiice as inthe medium-speed-gear connections first described. As the several gearconnections can be engaged and operated by the clutching mechanismindependent of each other, they may be regarded as independent gearconnections. 1

In order to efli'ect a reverse motion of the sprocket-wheel 24, a gearconnection is interposed between the driving-gear 14 of thelowspeed-gear connection and the larger gear 3 of the loosely-sleevedgears, as indicated in Figs. 1 and 3, these gears being loosely mountedupon the shaft 12 and arranged as are the other gear connections,except, as before stated, the gear 14 (see Fig. 3) meshes with and isdriven by the gear 14 instead of by the drivinggear 2. The other gear 18on the shaft 12 is shown in dotted lines in Fig. 3 and is preferably ofequal size with the gear 18, while the gear 14 is arranged to operate asclosely as possible to the driving-gear 2, As the reversing-gearconnection is with the above-noted exceptions identical in constructionwith the gear connections already described, detailed drawings thereoffurther than that given is deemed unnecessary. Figs. 4, 5, and 6 arefragmentary longitudinal sections through the clutch-actuated end or theleft-hand end of the several connections as viewed in Fig. 2, in whichit will be noted that the only distinguishing feature in the severalviews is the cam-ring which actuates the gears 14, 14, and 14 Thepreferred form of clutching device is constructed as follows: The bosses5 on the portion 5 of the frame extend beyond the ends of the gear-hubs15, 15, and 15 and in the extended ends are formed the peripherallycutslots 25 and the radial slots 26, both of said slots being symmetricallydisposed with respect to the said bosses 5". In the radiallydisposedslots 26 are placed the sliding heads 27, the under sides of which areprovided with cylindrical lugs 27, which engage the correspondingrecesses or depressions in the lugs 16, 16, and 16 of the several gearconnections. The ends 27 of this sliding head are tenoned, as shown, tofit in said radial slots, and the central portion of said head forms awedge 27 which acts as a camsurface against which the cam-ring 28impinges. The cam-ring 28 is placed within the peripheral slots and.above or outside the said sliding heads, the said ring being held inplace by means of the cap-plates 29, which are sethe clutch on the gears14 and 18, the cam projection 28 the clutch on the gears 14 and 18,while the cam projection 28 actuates the clutch on the gears 14 and 18Two cam projections 28 as shown in Fig. 5, are provided to operate theclutch on gear 14, the object being to enable the clutching mechanism onthe shaft 10 and 11 to be engaged both successively and simultaneously.

To impart rotative movement to the ring 28, a collar 31, provided withan arm 31, sleeves upon the hub of the frame 5. A spiral slot 31 in saidcollar engages a pin 32, so that longitudinal movement of the collarwill effect rotative movement thereof, while a slot 33 in the ring 28engages said arm 31, the slot perinitting of the endwise movement of thecol- The operation of the device is as follows: The low-speed connectionis effected when the gear 14 is thrown into engagement with the gear 18,which is accomplished by means of the sliding head 27 being pressedinwardly by the first or right-hand cusp or projection 28 as shown inFig. 5. When these gears 14: and 18are so engaged, the sliding head 27,operating the gear 14:, (see Fig. 4,) will be pressed outwardly by thespring 23 and made to occupy a position within the cut-away portion ofthe cam-ring 28, in which position the gears 14 and 18 will bedisengaged. Further movement of the cam-ring 28 to the right, as viewedin Figs. 4 to 6, will permit the sliding head on the low-speedconnection to occupy a position between the two cusps 28 and disengagethe gear 15L from the gear 18, while continued movement of said ringwill engage the medium-speed connection on the shaft 10, in whichposition theadjacent sliding head 27 will rest upon the projection 28.Further continued movement of said ring 28 will hold themedium-speed-gear connection clutched or in engagement and again throwin engagement the low-speed connection, bringing the parts to theposition shown in Fig. 2. It is evident that when in this position theparts will be locked against rotation and the mechanism as a whole willbe made to move atthe same speed as the driving-shaft, the brake, ofcourse, being released at this time. When clutching and unclutching theparts, as above described, the frame is in each-instance re leased, soit can turn and the brake gradually applied in order to relieve thesudden jar incident to starting, as is well understood. To reverse thedirection of rotation of the sprocket-wheel 24, the ring 28 is moved inthe opposite direction until the cusp or projection 28 (see Fig. 6) ismade to engage the corresponding sliding head 27 and force the gear 14into engagement with the gear 18 said gear meshingwith the loose gear 3,which will thereby impart a motion in a reverse direction to themechanism, the other gear connections of course being out of engagement.As already stated, the band or brake 7 is released prior to the clutchengaging or disengaging operation, after which the brake is againgradually applied.

WVhatI claim as my invention, and desire to secure by Letters Patent,,is

1. In a variable-speed transmissionmechanism, in combination, adriving-shaft, a driving-gear rigidly secured thereto and a gear looselysleeved thereon, a frame rotatably mounted upon said d riving-shaft,independent gear connections of different velocity ratios journaled insaid frame and interposed be' tween the said driving-gear and thelooselysleeved gears, a clutching device for releasing and engaging theconstituent members of each of said gear connections from and with eachother, means fixed to said loosely-sleeved gears fordelivering powerfrom said mechanism, and means for restraining rotative movement of saidframe, substantially as and for the purpose set forth.

2. In a variable-speed transmission mechanism, in combination, adriving-shaft, a driving-gear rigidly secured thereto and a plurality ofgears having a fixed relation with respect to each other loosely sleevedthereon, a frame rotatably mounted upon said drivingshaft, independentgear connections of different velocity ratios journaled in said frameand interposed between the said driving-gear and the loosely-sleevedgears, a clutching device for releasing and engaging the constituentmembers of each of said gear connections from and with each other, meansfixed to said loosely sleeved gears for delivering power from saidmechanism, and means for restraining rotative movement of said frame,substantially as and for the purpose set forth.

8. In a variable-speed transmission mechanism, in combination,adriving-shaft, a driv ing-gear rigidly secured thereto and a pluralityof gears having a fixed relation with respect to each other looselysleeved thereon, a frame rotatably mounted upon said drivingshaft,independent gear connections of different velocity ratios journaled insaid frame and interposed between the said driving-gear and theloosely-sleeved gears, a reversinggear connection extending between thedriving member of one of said independent gear connections and one ofthe loosely-sleeved gears on the driving-shaft, a clutching device forreleasing and engaging the constituent members of each of said gearconnections from and with each other, means fixed to said looselysleevedgears for delivering power from said mechanism, and means forrestraining rotative movement of said frame, substantially as set forth.

4. In a variable-speed transmission mechanism, in combination, adriving-shaft, a driving-gear rigidly secured thereto and a plurality ofgears loosely sleeved thereon, a

frame rotatably mounted upon said drivingshaft, independent gearconnections of different velocity ratios journaled in said frame andinterposed between the said driving-gear and the loosely-sleeved gears,a reversinggear connection extending between the driving member of thatone of the said independent gear connections having the least velocityratio and one of the loosely-sleeved gears on the driving-shaft, aclutching device for releasing and engaging the constituent members ofeach of said gear connections from and with each other, means fixed tosaid loosely-sleeved gears for delivering power from said mechanism andmeans for restraining rotative movement of said frame, substantially asset forth.

5. Ina variable-speed transmission mechanism, in combination, adrivingshaft, a driving-gear rigidly secured thereto and a plurality ofgears having a fixed relation with respect to each other loosely sleevedthereon, a frame rotatably mounted upon said drivingshaft, independentgear connections of different velocity ratios journaled in said frameand interposed between the said driving-gear and the loosely-sleevedgears, a reversing-gear connection extending between the driving memberof one of the said independent gear connections and one of thelooselysleeved gears on the driving-shaft, a clutching device arrangedto both simultaneously and successively effect the release andengagement of the constituent members of each of said gear connectionsfrom and with each other, a sprocket-wheel fixed to said loosely-sleevedgears for delivering power from said mechanism, and means forrestraining rotative movement of said frame, substantially as set forth.

6. In a variable-speed transmission mechanism, in combination, adriving-shaft, a driving-gear rigidly secured thereto and a plurality ofgears loosely sleeved thereon, a frame rotatably mounted upon saiddrivingshaft, a plurality of fixed shafts placed therein, independentgear connections of different velocity ratios journaled on said fixedshafts in said frame and interposed between the said driving-gear andthe loosely-sleeved gears, one gear in eachindependent gear connectionbeing movable longitudinally of the shaft on which it journals, areversing-gear connection extending between the driving member of one ofsaid independent gear connections and one of the loosely-sleeved gearson the driving-shaft one of said gears being also longitudinally movableon its shaft, a clutching device for releasing and engaging theconstituent member of each of said gear connections from and with eachother, a sprocket-wheel fixed to said loosely-sleeved gears fordelivering power from said mechanism, and means for restraining rotativemovement of said frame, substantially as set forth.

7. In a variable-speed transmission mechanism, in combination, adriving-shaft, a

driving-gear rigidly secured thereto and a plurality of gears looselysleeved thereon, a frame rotatably mounted upon said drivingshaft,independent gear connections of different velocity ratios journaled insaid frame and interposed between the said driving-gear and theloosely-sleeved gears, a reversinggear connection extending between thedriving member of one of said independent gear connections and one ofthe loosely-sleeved gears on the driving-shaft, a single clutchingdevice for releasing and engaging the constituent members of each ofsaid gear connections from and with each other, said clutching deviceconsisting of a ring provided with cam surfaces, actuating mechanismtherefor and suitable means for operatively connecting said cam'ringwith the gear connection, asprocket-wheel fixed to said looselysleevedgears for delivering power from said mechanism and means for restrainingrotative movement of said frame, substantially as set forth.

8. In a variable-speed transmission mechanism, in combination, adriving-shaft, a driving-gear rigidly secured thereto and a plurality ofgears loosely sleeved thereon, a frame rotatably mounted upon saiddrivingshaft, planetary gears journaled in said frame and constituting aplurality of gear connections between the said driving-gear and theseveral loosely-sleeved gears, clutching devices arranged to release andeng'age the planetary gears from and with each other, and a single brakefor restraining rotary movement of the said frame and the said planetarygears journaled therein about'the driving-shaft substantially as and forthe purpose specified.

HENRY K. COWEN.

Witnesses:

ALBIN R. PETERSON, J. P. WARNES.

